Internal combustion engine



May 17, 1932. D. A. DAVISON ET AL INTERNAL COMBUSTION ENGINE Filed June 10, 1929 4 Sheets-Sheet May 17, 1932. v

' D A. DAVISON ET AL INTERNAL COMBUSTION ENGINE Filed June 10, 1929 4 Sheets-Sheet 2 20 -B. Lifiafll om 1 64 GEDam uom L 1 A wfl g y 17, 1932- A. DAVISON ET AL. 4 L

INTERNAL COMBUSTION ENGINE Filed June 10, 1929 4 Sheets-Shee t 3 y 17, 1 D. A. DAVISON ET AL 1,859,199

' INTERNAL COMBUSTION ENGINE Filed June 10, 1929 4 Sheets-Sheet 4 I illustrated in Figs. 1 and 7.

Patented May 17,. '1 932 UNITED .sTA ras- PATENT oFI-ica nonsnrr A. DAVISON arm enoaen n. na'vrson, or arcnmonn, vmomm, assmnons T TO urn navrson memaname conroaarrom or nrcnmonn, VIRGINIA, a con:

PORA'IION OF VIRGINIA INTERNAL COMBUSTION ENGINE Application filed June 10,

Our invention relates to internal combustion engines, and our general purpose is to provide improved means for conducting gases to and from the cylinder or'cylinders of such engines.

More particularly, our invention relates to internal combustion engines of the type in which rotary valves are emplo ed for conducting gases to and from the cy inders thereof, and our more specific purpose is to provide various improvements in the manner of mounting, sealing, lubricating, cooling and driving such valves, whereby they are rendered thoroughly practical and highly eflicient in use.

Our inventive ideas are capable of embodiment in difierent mechanical structures, certain of which are illustrated in the accomanying drawings. It is to be understood, however, that the structures shown are intended merely as disclosures of the essential features and novel characteristics of our invention in certain practical forms, and that not only are the structures shown capable of modification in various respects, but that our ideas in general are capable of inclusion, either singly or collectively, in other structural arrangements, within the spirit and scope of our invention as defined in the appended claims.

In the drawings, wherein like characters of reference denote corresponding parts in related views I Figure 1 is a cross. section of an internal combustion engine having our improvements embodied therein according to one form of our invention, said section being taken on the line 1-1 of Fig. 2.

Figure 2 is a fragmentary section on the line 22 of- Fig. 1.

Figure 3 isa pers ective view of the rotary valve employed in tlie forms ofour invention- Figure 4 is a perspective view of the port bushing employed in the forms of our invention illustrated in Figs. -1 and 7.

.Figure 5 is a view similar to Fig. 1, illustrating an alternative form of our invention.

Figure 6 is a view similar to Figs. 1 and 5 ment of our-invention.

with the pinion 32 whereby, during tecpera- 1929. Serial in. 369,805.

illustrating another alternative form of our invention and Figure 7 is a view similar to Figs. 1, 5 and 6 illustrating a further alternative embodi- Referring to the drawings in detail, it will be observed that the present engine in general construction, is of conventional design, including, in each embodiment thereof herein illustrated, a cylinder 10, water jacketed as indicatedat 12, a cylinder head 14, and a piston 16.

In accordance with our improvements shown in Figs. '1 to 4 of the drawings, the cylinder 10 is counterbored at its outer end as indicated at 18, and disposed within said counterbore is a-port bushing 20, provided withcircumferentially spaced intake and exhaust ports 22 and 24, respectively, which are disposed'in alinement with complemental laterally extending intake and exhaust ports 26 and 28 formed in the cylinder 10.

Formed near the outer end of the cylinder 10 and opening into the counterbored portion 18 thereof is a pinion housing 30 within which is disposed a spiral pinion 32 adapted to be driven in any suitable manner from the crank shaft of the engine.

Disposed within the port bushing 20 is a hollow, cylindrical valve 34 having an outer end portion 36 of reduced internal and external diameter disposed outwardly of the port bushing 20. Mounted on the exterior of this reduced portion is a spiral gear 38 in mesh tion of the engine, the valve is rota Provided in the valve 34 is a port 40 which is adapted, by rotation of the valve, to aline successively with the intake and exhaust ports 22 and 24 in the port bushing 20.

At the advance end of the port 40, as regards the direction of rotation of the valve 34, the latter is longitudinally split by a kerf 42 which extends from the inner end of the valve a short-distance beyond the port 40 and at its other end'joins one end of a kerf '44 whichfextends from the kerf 42 circumferentially of the valve, in the direction of rotation thereof, any suitable distance partly therearound. The valve thus formed consists of a rigid lead end portion in the vicinity of the port 40, and a trailing end ortion which is laterally or radially flexible, this construction assuring tight seating ofthe v lve at all times against the inner face of t e port bushing and providing for free and easy rotation of the valve. The cylinder head 14 extends through the valve 34 and a short distance into the cylinder 10, its inner end portion 46 snugl fitting the cylinder directly inwardly of t e counterbored portion 18 thereof. At its outer end said cylinder head is inclusive of a portion 48 of reduced external diameter forming a bearing on which the reduced portion 36 of the valve 34 is journaled for rotation, the

intermediate portion of said cylinder head being of .less external diameter than its inner end portion 46 and of greater external diameter than its outer end portion 48, whereby a space is provided between the cyliinder head and the, port bushing to snugly receive the valve 34.

:By reason of the reduced portions 36 and 48 of the valve and the cylinder head, re-

spectively, opposed shoulders are produced,

and between these shoulders is interposed a wear ring or rings 50 adapted to take any inward end thrust such as may be imparted to the valve by the pinion 32. a To hold the valve against outward movement a cap member 52 is bolted to the outer end of the cylinder, a cylinder head centering ring 54 is disposed between the cylinder head and the counterbored portion of the cylinder, and an outer thrust ring 56 is disposed between this centering ring and the outer end of the valve, these rings serving also'to eliminate any possibility of'the gear 38 movingoutwardly from the valve.

Formed in the cylinder head 14 is a combustion chamber 58 which opensinto the cylinder10 and which is inclusive of laterally extending intake and exhaust ports 60 and 62, respectively disposed in alinement with the bushing ports 22 and 24. Outwardly of these ports the intermediate portion of said cylinder head has formed in the outer face thereof an annular groove in which is disposed a series ofsealing rings 64, preferably three in number, of the expansion type. One of these rings, the. middle ring in this instance, spans the kerf 44 while the others, the two outer rings in this instance, bear against'the inner face of the valve to either side of said kerf, said rings Being disposed in end to end abutting relalon.

Also formed in the outer face of the intermediate portion of the cylinder head is another annular groove in which is disposed one or more sealing rings 66, this ring or rings sealing against the inner face of the valve between the port 40 and the inner end of the valve. In addition, if desired but not necessarily,-*a third annular groove may be formed inthe outer face of the intermediate portion'of the cylinder head to accommodate max ansion ring 68 for sealing engagement witli the inner face. of thevalve between the rings 64 and the thrust ring 50.

The cylinder head 14- is ofhollow construction to afiord 'a cooling'water containing space 70 which extends to the inner. nd of the cylinder head and which" surrounds the combustion chamber 58, this space opening at the "outer end of the cylinder head, through passages in the cap member 52, into a water' containing cylinder cover 72 the interior of'which is in communication with the water jacket 12. By this construction the valve-'34 is subjected to the influence of cooling water bothinternally and externally, and in order to prevent stagnation and assure circulation of water through the cylinder head, the sp'ace70 is divided by partition walls,="i'ndicated by dotted lines at74 in Fig. 1 ofthe drawings, extending from the top of the combustion chamber to the top of the cylinder-head, said partition walls cooperating with partition walls 76 extending inwardly from the cover 72 whereby water in its circulation from one side to the other of the'jacket 12 is caused to flow inwardly through one side of the space 70 and outwardly through the other side of said the other of which, 84, serves to hold the cylinder cover in assemblywiththe cylinder.

Referring now particularly to igs..1 and 4 oi the drawings, it will be observed that the outer end portion of the port bushing 20 is; counterbored as indicated at 86 and that said counterbore terminates in a shoulder located approximately in line with the kerf 44. Disposedwithin this counterbore is a series of sealing rings 88, alternate ones of which are of the expansion type and the remaining ones of which are either of the solid or of the contractile type. These rings are arranged in end to end abutting relation between the shoulder 86 and an abutment formed by the by an ordinary rectifier (not shown), connected with the intake manifold of the engine. As indicated in Fig.2 of the drawings, the ducts 92 of multiple cylinder engines provided with the present improvements, open into a common manifold oixheader 94.

Formed through the wallof the port bushing 20 is a pair of small .oilmetering holes 96 which open at their outer ends into the channel 90 and which are spaced so as to aline'once during each complete revolution of the valve 34 with the portions of the kerf 4.2 dFsposed, respectively, iinwardly and outwardly of the port 40. {.1

Our engine, whiclris of the four-cycle type, in which the valve 40 is geared to make one complete revolution for each two complete strokes or reciprocations of the piston 16, operates as follows: Asth piston moves inward on its intake stroke, explosive gases are drawn into the combustion chamber 58 through the port 40 which at this time alines with the ports 22 and 60. ,Upon completion of the intake stroke of the piston, and as the latter begins its outward stroke, rotation of the valve 34 results in the port 40 moving from registration with the ports 22 and 60 and blanki-ng of said ports by'a solid portion of the valve, so that continued outward movement of the piston results in the gases being compressed within] the combustion chamber 58. As the piston reaches its limit of outward movement on, ,its compression stroke or cycle the gases are exploded in conventional manner, and the piston is driven inward on its power stroke,"the port 40 during this time being blanked by the-cylinder and cylinder head. Upon the piston approaching its limit of inward movement on its power stroke, and as it;moves outward on its exhaust stroke, the port 40 moves into registration with the ports 24 and 62 to permit exhaust of the expended or burnt gases, the exhaust ports becoming blanked and the intake ports beginning to open by the time the piston again begins to move inward, whereupon the foregoing operations are repeated.

A pump (not shown) operated by the engine, continuously drawslubricant from the crank case of the engine and delivers it under suitable pressure into the pinion housing 30 through a header 98 and a duct 100, or in any other suitable manner.' The outer end of the port bushing 20 is in open communication with the housing 30 and consequently there is a continuous circulation of lubricant from said housing, through the chair- 1 nel 90, the duct 92 andthe header 94 back to the crank case. Therefore, by reason of the holes 96, lubricant will be delivered constantly to the outer face of'the valve from the channel 90 and at the same time the sealing rings 88 will be lubricated directly from the housing 30. The holes 96 always are covered by the valve 34 exce t when the kerf 42 during rotation of t e sleeve asses sai holes. In this connection it will e observed that during operation of the en ine the kerf 42 will pass the holes 96 at 'inta e or suction cycle, at which instant the vacuum in the cylinder will be slightly higher than in the manifold or header 94, which is subject to intake manifold vacuum. Consequently, this instantaneous suction through the holes 96 in the direction of the combustion chamber will result, once'during each revolution of the valve 34, in a charge of oil being drawn through the kerf42 for the lubrication of the sealing rings 64,66 and 68, and the adjacent facesof the valve and the cylinder head, the amount of the charge being metered or determined by the size of the holes 96.

When combustion occurs within the chamber 58 the ports 60 and 62 are blanked by portions of the valve which are exposed through said ports to the direct flame of combustion. Inasmuch, however, as these valve portions, immediately following the combustion period of the engine, rotate to positions behind portions of the cylinder head that are water cooled, heat is radiated quickly therefrom. Also, when combustion occurs, the high pressure gases of explosion will tend to escape outwardly through the ports 60 and 62 between the valve and the cylinder head. The sealing rings 64, 66 and 68, however, effectively resist this escape of pressure, and any pressure which may by any chance escape to the outer face of the valve will be effectively stopped by the sealing rings 88 due to their superimposed relation and to said series of rings bein alternatelyof the expansion and of the soli or contractile type. Moreover, the rings 64 and 66, by their radial spring pressure against the flexible trailing end portion of the valve, assist in maintaining a tight seal of the valve against the inner face of the port bushing 20, and in conjunction with the sealing effect of the rings 88 enable the meant the combustion chamber to be minimized and permit of o eration of the engine under relatively hig compres- S1011.

With respect to the rings 88, it is manifest that any pressure to which the innermost ring is subjected, will be transmitted succes-r the combustion chamber.

In some instances'it may be preferred to embody avalve mechanism of the type shown in Figs. 1 to 4 of the drawings in a structure differing primarily from the structure of Figs. 1 to 4 in the location of the spark plug opening. For example, it may be desirable combustion chamber in the cylinder head as shown in Fig. 1. Under such conditions the valve mechanism maybeembodied in a structure such as is shown or as may be suggested by the illustration in Fig. 5 of the drawings,

wherein the spark plug opening 78* opens directly into the cylinder, through one side of the wall thereof inwardly of the valve mechanism. designated generally at B, the said valvemechanism to all intents and purposes being substantially the same as the valve mechanism previously described.

For economy in manufacture and other reasons itmay be preferred to have the port bushing fitintoa portion of the cylinder of the same diameter as the portion thereof which is traversed by the piston. Fig. 6H- lustrates how this may readily be accomplished by providing a lateral flange 102 at the outer end of the port bushing for engage ment with a shoulder formed by a counterbored portion of the cylinder of minimum depth, the cooperation of said flange with said shoulder limiting inward movement of the "port bushing. .Another slight modification illustrated in this figure of the drawings involvesforming an inwardlydirected flange 104 at theinner end of the port bushing to limit inward movementof the valve and to enable the inner end ortion of the cylinder head to be formed o uniform external diameter, disconsidering, of course, the sealing ring grooves therein. a In each of the preceding figures of the drawings the structure illustrated contemplates that cooling water for that portion of the cylinder head disposed within the valve shall both enter and leave the cylinder head at the outer end thereof. Fig. 7 illustrates a construction wherein the water containing space of the cylinder head is in communication with 'the water jacketof the cylinder at the innerend ofthe cylinder head through a lateral opening or openings 106. This affords very free and open communication between the cylinder water jacket and the cylinder head and thereby materially assists-in maintaining the valve cool during operation of the engine. Fig. 7 also illustrates that I the entire valve mechanism may be embodied in a head removable as an entirety from the cylinder. Obviously, if desired, this removable head feature may be used in any of the embodiments of the invention previously described.

Our mechanism is simple in construction, relatively cheap and easy to produce and assemble, or disassemble," is readily accessible for adjustment or repair, is efficiently lubricatcd. relatively light and highly reliable and efiicient in operation. i

From the foregoing description considered in connection with the accompanying drawings, it is believed that the constructiomoperation and advantages of our improved engine will be fully understood. The parts are of such construction and so relatively arran ed as to be capable of rapid assembly and isassembly, the working parts all are. well sealed and cooled, and the lubricating system is quite simplein desigmyet is highly "etficient in operation.';-..- 1 g n We claim:.; I

' 1.: In an internal combustion engine, a cylinder, a cylinder head extending into said cylinder and having an inner end portion closely fitting said cylinder, an outer end portion of reduced external diameter and an intermediate portion of greater diameter than its outer end portion and of-less diameter than its inner end portion, a rotary valve surrounding the intermediate portion of said cylinder head and including a bearing portion surrounding the reduced outer-end portion of said cylinder head; and means for driving said valve.

2. In an internal combustion engine, a cylinder, a cylinder head extending into said cylinder and havingan inner end portion closely fitting said cylinder, an.outer end portion of reduced external diameter'and an intermediate portion of greater diameter than its outer end portion and of less diameter than its inner end portion, a rotary valve surrounding the intermediate portion of said cylinder head and including a bearin portion surrounding the reduced outer en portion of said cylinder head, end thrust receiving means between the bearing portion ofsaid valve and the intermediate portion of said cylinder head, and means for driving said valve.

3. In an internal combustion engine, a cylinder, a port bushing therein, a rotary valve seating against the inner face of said port bushing, an abutment outwardly of said port bushing, and valve sealing means between said abutment and an outer end portion of said port bushing.

4. In an internal combustion engine, a cylinder, a 'port bushing therein,a rotary valve seating against thei'nner fac'efof' said port bushing. an abutment outwardly ofsaid' port bushing, and valve sealing means between said abutment and an outer end portion of said port bushingfsaid sealing means comprising a series of sealingrings disposed in end to end abutting relation. 7'

5. In an internal combustion engine, a. cylinder, a port bushing therein, a rotary valve seating against the inner face of said port bushing, said port bushing includinga counterbored outer end portion, an abutment, and valve sealing means disposed in the counterbore of said. port bushing between said abutment on sai ortion of said port bushing in spaced reation thereto, and valve sealing means bevalve seating against the inner face of said.

port bushing, said port bushing including a counterbored outer end portion, a gear surrounding said valve, means operating through said gear to drive said valve, and valve sealing means disposed in the counterbore of said port bushing between said gear and the shoulder in the port bushing formed by the counterbore thereof.

8. In an internal combustion engine, a cylinder, a rotary valve therein, driving means for said valve at the outer end thereof, a housing enclosing said driving means adapted to have a lubricant continuously supplied thereto during operation of the engine, a port bushing surrounding said valve, and means for lubricating said valve through said port bushing by lubricant taken from said housmg. i

9.. In an internal combustion engine, a cylinder, a port bushing therein, a rotary valve within said port bushing, means providing a lubricant passage between said cylinder and said port bushing, a, lubricant chamber located outwardly of said port bushing and in direct lubricant discharging communication with said passage, and means for supplying lubricant from said passage to sai valve.

10. In an internal combustion engine, a cylinder, a port bushing therein, a rotary valve seating against the inner face of said port bushin an outwardly directed abutvalve overlying an outer end tween said abutment and the outer end portion of said port bushing.

11. In an internal combustion engine, a cylinder, a port bushing therein, a rotary valve within said port bushing, a lubricant chamber located outwardly of said port bushing, said port bushin having a channel in the outer face thereo in communication at one end with said chamber and at its other end with a source'of suction, and said port bushing further having lubricant meterin holes formed therethrough leading from sai channel to said valve.

12. In an internal combustion engine, a cylinder, a cylinder head extending into the outer end of said cylinder and having an outer end portion of reduced diameter thereby providing an outwardly facing shoulder, and a rotary valve having a bearing portion surroundin said cylinder head, said bearing portion eing of reducedjnternal diameter relative to the valve thereby to provide an inwardly facing shoulder for cooperation with the outwardly facin shoulder of the cylinder head to take end t rust of the valve.

'13. In an internal combustion engine, a cylinder, a cylinder head extending into the outer end of said cylinder and having an outer end portion of reduced diameter thereby providmg an outwardly facing shoulder, a rotary valve having a bearing portion surrounding) said cylinder head, said bearing portion eing of reduced internal diameter relative to the valve thereby to provide an inwardly facing shoulder for cooperation with the outwardly facing shoulder of the cylinder head to take end thrust of the valve, and end thrust receiving means disposed between said shoulders.

14. In an internal combustion engine, a cylinder, a cylinder head extending into the outer end of said cylinder and having an outer end portion of reduced diameter thereby providing an outwardly facing shoulder, a rotary valve having a bearing portion surrounding said cylinder head, said bearing portion being of reduced internal diameter relative to the valve thereby to provide an inwardly facing shoulder for cooperation with the outwardly facing shoulder of the cylinder head to take end thrust of the valve, means surrounding said cylinder head holding the same concentric with respect to the cylinder and within the outer end thereof, and end thrust receiving means interposed between said last named means and the outer end of the hearing portion of said valve.

15. In an internal combustion engine, a cylinder, a cylinder head extending into the outer end of said cylinder and having an outer end portion of reduced diameter thereby providing an outwardly facing shoulder, a rotary valve having a bearing portion surrounding said 0 linder head, said bearing portion being 0 reduced internaldiameter relative to the valve thereby to provide an inwardly facing shoulder for cooperation with the outwardly'facin shoulder of the cylinder head to take end t rust of the valve DORSETT A. DAVISONQ GEORGE E. DAVISON.

and means surrounding said cylinder head n 

